They arrived seemingly out of left field. Almost 2800 feet above sea-level and hrs in the closest city of impact, an organization of about four-dozen camera-wielding visitors of arbitrary nationalities spun on their heels and started to snap photos of, nicely, us. The reality that people arrived only at that Norwegian mountaintop look out on in a fleet of sweet-hued 2016 Bentley Continental GT coupes could have led with their elation. Although we in the press are famous for our fine profiles and chiseled physiques, it is tough to compete using the global language of horse power, as well as perfect paintwork and Bentley's stately Large B emblem. While the focus wasn't totally surprising, the tourists so hurriedly turned their backs on a magnificent show of Mom Nature's best glacial carvings to get a photo op having a auto speaks volumes. Nobody was jockeying for prime picture property across the Ford Kuga parked next to us.

Norwegian Wood

Our day started several hours before near Alesund, a heavily forested neighborhood placed on a rugged precipice standard of western Norway. Given the apparently glacial rate where changes arrive at the Continental GT, it turned into a fitting venue to debut the most recent round of software upgrades.

A fresh front fender using a revised lower net pair having a somewhat smaller radiator environment and new, more distinct fenders for what Bentley calls a more "assertive posture." While we concur, it is of our view the effect seems most at home when paired together with the more extroverted colours--like the Monaco Yellowish on the V-8 S pictured here--than with colours chosen in the conventional Bentley palette. (That stated, Bentley want to remind you that it'll happily colour-match any shade identified to the eye.) Chrome fender badges, as formerly seen just about the GT Velocity, now show up on the fenders of the V-8 S and W-12 as decorative improvements. The back of the vehicle gets mostly the exact same treatment, the re-shaped fender obtaining a full length strip of brightwork, as well as the composite decklid was reshaped using a somewhat more distinct profile to the trailing edge. To simply help in keeping the pecking order sorted, the V-8 S and the GT Velocity get another back-diffuser therapy. Some new wheel options arrive for 2016, such as the 21-inch five-spoke directional alloys discovered about the GT Pace we drove.

Even though the inside has additionally been subjected to some round of small upgrades--a revised stitching routine in the seats, LED illumination, new dials and images on the instrument-panel, bigger gearshift paddles, and extra USB ports, all normal--you should not be amazed to discover that it stays true to its fundamental guys's-club-room ideals. Leather abounds, punctuated by pieces of chrome and possibly carbon fibre or wood, as well as the control layout is unchanged. A sportier tyre comes on board as an alternative, as does on-board Wifi connectivity for $1330. Mulliner Driving Specification provides a distinctive, "little-diamond" quilting pattern to the seats, as well as the GT W-12 and GT Speed versions may be outfitted with super-soft semi-aniline leather for the princely sum of $3200; how, precisely, Bentley discovers which cows will be the softest stays a trade-secret.

In the Midnight Sun Where the Hot Springs Strike

For the initial part of the push, we picked a Continental GT Speed cloaked in a darkish color called "Spectre." Whether Bentley picked the title as the state mention of the Ian Fleming super-villain Ernst Stavro Blofeld is up for discussion, but nonetheless, it definitely plays the portion properly. What we are able to support, nevertheless, is the torque swell in the 626-hp twin turbo 6.0-liter W12 stays as alluring as ever, all 607 pounds-feet of torque on-duty at 2,000 rpm. Permanent all-wheel-drive performs discreetly in the back-ground, doling out torsion as needed (usually divide 40/60 front/back, varying from 15/85 to 65/35 as circumstances dictate). The resultant acceleration belies the GT Speed's 5100-pound curb weight, with 60 miles per hour arriving in a promised 4.0 seconds. Added factory operation amounts have 100 miles per hour passing in a maintained 9.0 seconds and a top speed of 206 mph. From your long, linear journey of the accelerator (we enjoy!) As well as the softish brake pedal (do not enjoy so significantly), to the rate-sensitive electric power-steering (like well-enough) and damped but exact motion of the change paddles (certainly, why maybe not?), the controls transfer as if they're mounted with bushings made of identical parts folding money, Beluga caviar, and human tissue taken out from Barry White's larynx.

In the finish of the impromptu mountain-top picture session, we slipped to the yellowish GT V-8 S. Outfitted with Bentley's "Extended Sports Specification" package ($19,180--yes, truly), our vehicle had the carbon-ceramic eight-piston front brakes, sports exhaust, and carbon fiber inside pieces, producing it the finest option for the rundown Norway's notorious Trollstigen Mountain Highway, a thread of single lane sidewalk carved out of the side of a cliff. Errors made here could have serious effects. Although the double-turbo 4.0-liter V8 generates "only" 521 hp, all 502 lb-feet of torque are obtainable at a low 1700 rpm, which assisted to give the eight-speed ZF automatic gear box a breathing space during the twisty descent. Short straight chutes were recognized with bangs of the accelerator, accompanied by by braking difficult for corners and then downshifting--the transmission allow you to jump equipment downshifting--to shore against motor back-pressure and evoke some joyous cacophony in the tailpipes. Down a quartet of cylinders, the V-8 S offers up only three tenths, Bentley claims, to the W-12 Velocity in the zero-to-60 measure, clocking in at 4.3 seconds; zero to 100 miles per hour is a distinct narrative, the V-8 S using 10.3 seconds to do what the W-12-powered GT can do in simply 9.0 seconds (again, factory amounts). Although stated to be lighter on the front wheels by simply 57 lbs, the V-8 S had the greatest steering feel and reaction. The air-suspension does a good job of retaining the body on an even keel while simultaneously isolating the most rigorous wheel impacts. You will remember that it is a enormous auto--that it manages as good as it does is a testament to dogged engineering determination.

The greatest news in Continental GT land are available underneath the hood of the very pedestrian 12-cylinder. Seeking advancements in fuel-economy and emissions, Bentley has added cylinder-deactivation to the twin turbo W12. (The V8 has has received it for years; the W12 in GT Velocity trimming does not get cylinder-deactivation.) In accordance with Bentley, the Continental GT W12 notches a five-percentage progress in combined fuel-economy, although the EPA combined rating of 15-mpg is the identical amount brought in by the preceding W12. But emissions were apparently reduced. On top of that, including cylinder-deactivation needed remapping of the ECU, as well as in the procedure Bentley picked an additional 15 hp and 15 pound-feet of torque, which now stand at 582 and 531, respectively.

As you may anticipate, spending time using the GT W-12 after driving the last two automobiles was less than the usual revelatory encounter: The heft, the inner tranquility, the impeccable fit and finish were all present in spades. The variable displacement program went about its business without crisis or inopportune hiccups, and when our handlers had not told us about it we probably would never have found its existence.

While most of the cars handle properly, the phrase "clear" is no where in their vocabulary, and Bentley stays empathic the Continental GT is an actual grand tourer and "not a sports car." However, for people who want a big coupe with timeless styling, a coddling inside, and velocity to spare, the Bentley stays happy to oblige.